Switch and switch-shifter



(No Model.) Sheets-Sheet v1.. R. E. BRAGKELSBBRG 8v. L. GRAPE'.

SWITCH ANDV SWITCH SHIPTER.

Patented Mar. 12, 1895.

iN xm wm r s Nonms PETERS co mom Lrruo., wAsmNoTow n t (No Model.) 2 Sheets-Sheet 2.

R. E.. BRACKELSBERG & L. GRAPE. .SWITCH AND SWITCH SHIFT-ER.

l No. 535,666,- Patened Mar. 12, 1895..

W/TNESSES.' INVENTOHS @kW/@d d N if@ @mM/ ma Ncnms Pzrma cc.. FNoTaLln-lp.. wAsHNaToN n c ROBERT EDWARD BRACKELSBERG AND LEWIS GRAFF, OF MANKATO, MINNESOTA.

SWITCH AND SWITCH-SHIFTER.

SPECIFICATION forming part of Letters Patent No. 535,666, dated March 12, 1895.

Application led June 30,1894. Serial No. 516,172. (No model.)

which is comparatively simple and durable inl construction and arranged to automatically shift the switch from the car at the time the .latter approaches the switch, to cause the car to travel in the desired direction on any one of the branch tracks or the main track.

The invention consists of a frame adapted to be lowered on a car, and a shifting block` fitted to slide transversely on the said frame and adapted to engage the switch mechanism to shift the latter. i

The invention also consists of certain parts and details and combinations of the same, as will be fully described hereinafter and then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure lis a plan View of the switch. i Fig. 2 is an inverted plan view of the same, with parts in section. Fig. 8 is a sectional side elevation of the'same on the line 3 3 of Fig. 1. Fig.`4 is a transverse section of the same on the line 4-4 of Fig. l. Fig. 5 is a side elevation of the car provided with the switch shifter. Fig. 6 is an inverted plan view of the saine. Fig. 7 is a sectional side elevation of the same. Fig. 8 is a transverse section of the same on the line 8&8 of Fig. 6. Fig.v 9 is a plan view of the transverse block; and Fig.

l0 is a plan view of one of the wedges for transversely shifting the block.

The switch,as illustrated in Figs. l, 2, 3 and 4 is arranged at the junction of the branches with the main track rails A, A', connecting, at the switch platform or box B, by a pivoted switch rail C with the branch track rails D, D', and by a pivoted switch rail E with the other branch tracks F, F'. The switch rails `illustrated in Fig. 2.

C and E are pivotally connected by downwardly extending arms C' and E with bell crank levers C2 and E2 respectively,fulcrumed in the switch box or platform B, as plainly The bell crank levers C2 and E2 are pivotally connected by links C3 and E3 respectively, with the arms C4 and E4 respectively, formed with longitudinally extending slots C5 and E5 respectively, engaged by pins C6, E, respectively, attached to the under side of the top of the box B, as will be readily understood by reference to Fig. 2. Springs C7 and E7 press on the outer sides of the said arms C4 and E4 respectively, to force Vtheir inner wedge-shaped notches C8 and E8 respectively in contact with a double wedge G pivoted at G' in the box B.

On the point of the double wedge G is secured an upwardly extending pin G2, passing through a slot in the top of the box B to the top of the track between rails A, A', so that part of the pin projects above the track to be engaged bythe switch shifter, as hereinafter more fully described. The pin G2 carries a cover plate G3, fitted to slide transversely in a suitable bearing G4 arranged between the track rails A, A', so that the slot B in the top of the box B, is always covered up to prevent snow and ice, grit, dac., from passing to the switching mechanism in the box B. Now, when thel pin G2`is shifted transversely a springing motion is given to the wedge G, whereby either of the arms C4 or E4 is actuated to cause a shifting of the switch rails C or E respectively, to open or close the main track A, A' to either of the branches D, D or F, F'. When `the pin G2 stands in the center of the slot B as shown in Fig. l, then both switch rails C and E are closed, and consequently the main track rails A, A2, A', A3, are connected with each other for a continuous straight passage of the cars.

When the pin G2 is moved to the left into the position shown in Fig. 2, then the switch rail C is opened to connect the track rails A, A', with the branch track rails D, D', and when the said pin G2 is moved to the right, then the other switch rail E is actuated to connect the main track rails A, A' with the branch track rails F, F'. Now, in order to shift the pin G2 in the manner described or to leave the same in a central position at the time a car approaches and passes the switch at the box B, a block H is provided having a transverse sliding motion in a frame I fitted to slide vertically in guideways J attached to the under side of the car K, as plainly illustrated in Figs. 5 to 10. The under side of the block H is formed with a slot H having sides which diverge from the center in a forward and rearward direction, as plainly shown in Fig. 6.

When the frame I is lowered and the block H is in a central position, then the car K in its forward movement, causes the projecting end of the pin G2 to pass into the open for- Ward end ofthe slot H', so that the pin, if in a sidewise position either at the right or left as above described, engages one of the diverging sides'of the slot and is shifted to a central position at the ytime the center of the slot H passes the said pin. By this operation the respective switch rail C or E is closed to permit'the car to proceed straight forward on the main track rails A`, A', A2, A3. Now, when the block H is in either position at the left or right, then the pin G"l is moved in a like direction, no matter what position it had previous to the approach ofthe car tothe box B, so that either the switch rail C or E is opened to cause the car to travel from the main track rails to the desired branch track.

The frame lisA normally held in an uppermost position vby springs L attached to the.

under side of the car K and engaging with their free ends, pins on the said frame, 'as plainly shown inrFigs. '5 and 6. Thetop of the frame I is adapted to be engaged 'at or near the center, bythe'free ends of two arms N and N adapted to swing downward from the under side ofthe car as plainly shown in Fig'. 7, the said arms Naiid Nbeing pressed on by pivotedtriangular-shaped levers N2 and N3 respectively, connected by links N4 and N5 respectively, with bell kcrank levers NG and N7 respectively, fulcrumed on the under side of the car near the platform, the bell crank levers being connected with foot'links N8 and ND respectively, under the control of the feet of the operator staiiding on the platform at the front end of the car. Now, it will be seen that the operator by pressing either foot link N8 or N9 causes the corresponding bell crank lever N6 kor N7 to swing and cause alike swinging of the triangular-lever N? or N3 to depress the respective arinN or N and consequently force the'frame I, carrying the block H, in a downward direction so as to sufficiently lower the block H to engage the pin G2, as previously explained.

As soon as the operator releases the pressureon either lfoot link N8 or N9, the frame l moves back into its uppermost position 'by the action of the springs L. The block H is provided on its top with a bolt H2 hung in a transversely extending slot l formed in the frame I, see Figs. 7 and 8, and in the middle of the said block and on the top thereof is arranged a Wedge shaped olf-set H adapted to be engaged on opposite sides by wedges O and O connected with the runs of the endless rope or cord P winding on drums Q and Q at the end of the car under the platform as plainly shown inthe drawings. The pulleys or drums Q and Q are held on staffs Rand R respectively, under the control of the operator standing on either end of the car.

It will be seen that when the operator turns either staff R or R in one direction, then one ofthe wedges moves forward and the other in an opposite direction, so that a transverse sliding of the block H takes place, and when the staff R or R is turned in the opposite direction, the said block H is moved transversely but in an opposite direction to that previously given. Thus the operator can at any time, conveniently shift the block H'to right or left to set the desired switch rail C or E, as previously described, or to hold the said block in a central position and leave the vswitch rails C and E closed to permit the car to proceed on the straight main track.

Having thus described our invention, we. claim as new and desire to secure by Letters Patent- 1. A device of the class described, provided with a frame adapted to be raised and lowered on a car, 'and a shifting block for the switch rail's and fitted to slide transversely ou the said frame, substantially as shown and described.

2. A device of the class described, provided with a shifting block fitted to slide transversely on the under side of the car, and formed in its bottom with a groove having diverging sides, substantially as shown and described.

k3. A device of the class described, comprising a'shifting block adapted to engage the shifting mechanism and fitted to slide transversely on the under side of 'a car, a wedgeshaped projection or 'lug held on the vsaid block, and wedges engaging the wedge-'shaped sides of the said projection to move the block transversely, substantially as shown and described.

Ll. A device of the class described, comprising a shifting block adapted to engage the shifting mechanismahd fitted to slide transversely on theunder side of a car, a wedgesh'aped projection or lug held on the said block, wedges engaging `the wedge-shaped sides of the 'said projection, to move the block transversely, and a rope or chain carrying the said Wedges land winding o'n pulleys to cause the wedges to travel in opposite directions to shift Ythe block laterally, substantially as shown and described.

5. A device 'of the'class described, compris-y ing a frame adapted 'to be raised and lowered on jthe under side of a car, 'means'for operating the 'said frame, a block fitted to slide transversely on the said frame and formed at its under side with a slot having diverging sides to engage the shifting mechanism for IOO IIO

ner faces with notches and a pivoted double Wedge adapted to engage the said notches in the arms and provided with a pin projecting 15 between the track rails, to be engaged by a shifter on the car, substantially as shown and described.

ROBERT EDWARD BRACKEDSBERG. LEWIS GRAFF.

Witnesses:

HENRY LEONARD, Q. LEONARD. 

